Ventilating system.



J. BERG.

VENTILATING SYSTEM.

APPLIGATION FILED JUN111s 1913.

Patented Dec. 8, 1914.

John vg www@ wat. M011,

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' JOHNBERG; or New YORK, N. Y.

vEN'rILA'rrNG SYSTEM Specicaton of Letters Patent.

Patented Dec. 8, 1914.

Application ala :une is, 1913. speriai No. 773,96i.

new and iisfeiul Improvements in Ventilating Systems,"o f which the following is a specification.

This A invention relates to an improved system for Ventilating subways and tunnels.

The object of the invention is the produc tion of a simple v and effective system for Ventilating Subterranean railways by the movement of the carsor trains therein.

A particular object is to provide a system wherein each track is in a separate tunnel, which tunnel is divided'between the stations into sections, wherein the air 'set in motion by the, trainswill bepositively en-l trapp'ed andexpelled, and other air drawn in to `take the place of the: outgoing current.

Another particular object-, is to provide doors between the sections, whichjare operated by automatic devices toppen' the same in advance' of anA approaching Y:trair'i' and to close after the train has passed. i

Still another obj'ect'is' to'pr'ovide the doors with supplementary `means operated directly by the trains themselves, which in case of failure of the automatic devices open the doors without injury to thelatter," or to the trains. Y

Further Objects. v-.=f.1n. advantages ,will become apparent as the specilication proceeds.

The advantages of the invention are best realized in a construction embodying partitions disposed obliquely across the tracks in each tunnel comparatively near the incoming ends of the stations. These partitions have doorways with doors to permit the passage of the trains. Behind each partition, in the acute angle, is an exit duct, the oblique disposition of the partition and door serving to direct the air thereto. This oblique arrangement is preferably also taken advantage of by hinging the doors so as to swing about a vertical axis, away from the train, and in the other acute angle. In this way the distance through which the doors must swing is minimized. In addition there are the automatic devices, which may be of various kinds, for opening and closing the doors before and after the passage of the trains.

It will be apparent to those skilled in the art that the invention maybe embodied in a large number of specifically dierent con:- structions.

The accompanyingdrawings show'one of these by way o'f illustration.

In the said' drawings: Figure 1 is a hori Zontal section ofthe preferred construction; Fig. 2 is a cross-section on the'line 2-'2 of Fig. V1, looking' in the directionof'the arrow;v

and Fig. v3, is a fragmentary sectional eleva'- tion of F ig.' 1, parts being omitted.

In these views the numeral 10 denotes one of thetwo tracks'contained in a subway of which one of the walls is designatedfl1L 'A row of columns l2 is disp'osedfbetween the tracks, and a corrugated iron partition'l extends lengthwise of this row-of columns so as to divide the subway into two vseparate tunnels, each with its track. A station platform is indicated at 14.'

Means are provided 'for' dvidingeeach into non-communicating sections,

tunnel preferably one section for each station, the

division" between ,sections being at asuitable distance rorn the approachingends of Vthe stations, so that the latteraiord air en trances near the endsof the sections where the ltrains enter'them.. The divisions are afforded by loblique 'partitions 18, having doorways 19 adapted t'be closed by doors` 20'. These door sii Figs. 1 tov 3 are hinged at 21 so'as'to swin'g'ab'outa verticalaXis, in one of the acute angles, away -from an appreaching .trainor car. In the other; acute angle formedby each partition, and therefor behind the partition is a duct 23 leading to an outlet 24 for the air set in motion by the train. Means are providedfor directing the air from the other side of the track over to this exit. To this end an inclined gutterlike air detiector 25 is disposed lengthwise at the side of the track, adjacent the center wall 12, leading upward to the top of the doorway. Here an extension 26 leads across over the doorway, into the exit, as at 27. In this construction electrical means are provided for automatically operating the doors. As shown there are door opening and door closing circuits 30, 40 adapted to be closed, respectively, by switches 31, 41. The respective circuits contain solenoids 32, 42 adapted to act oppositely on a bar or core 33, which is connected with the door by a lever 34- The door opening circuit 30 also has a solenoid 35, the core 36 of which 1S connected to the switch 41 of the door closing circuit, to open or re-set said switch. In

like manner the door closing circuit 40 has solenoid means 45, 46 for re-setting the Switch 31 of the door opening circuit. The switches 31, 41 are adapted to be closed against contacts 37, 47 respectively, by a suitable projection 38 on the approaching car, the outline whereof is represented at 39 and its direction of movement being indicated by the arrow.

In operation, the approaching car closes the switch 31. This completes the door opening circuit 30, and thereby energizes the solenoids 32 and 35, of which the latter resets the switch 41 and the other moves the bar 33 so as to open the door 20. The door stays open until the car or train has passed through and closes the switch 41. This action re-sets the switch 31 and energizes the door closing solenoid 42 so as to' swing the door shut. It will be understood that the switches 31, 41 may be located at any desired distanceA from the door.

Means are provided whereby the car opens the door by direct action in event of failure of the regular automatic devices. In the particular construction shown, a rod 56 is pivoted at 57 to one of the columns or other suitable support, and projects obliquely across the track, being connected with the door by means of rollers 58 at its end, which engage opposite sides of a bar 59 fixed to the door. 1f the door should not be opened in advance of the car, the latter will contact with the rod 56 so as to swing the door open. Both the rod 56 and the bar 59 have sufficient resilience to cushion the impact, so that neither the door nor the lcar is injured. Thus' it will be seen thatthe construction s hown is an embodiment of yielding or cushioned linkage whereby thel car opens the door by direct action. l/Vhen opened in this manner the door is swung far enough to engage an automatic catch 60, which locks the door open, and thus notifies the attendant on the platform that the regular mechanism is out of order. Ordinarily the door is not swung far enough to engage this catch.

Having described my invention what 1 desire to secure by Letters Patent and claim 1. In a Ventilating system for subways, the combination of an oblique partition across' the subway' having a door opening for trains' therethrough, an exit for vitiated air disposed in' the ac'ute angle' formed by one ofv the subway Walls and said obiq'ue partition at the far side thereof with respect to the end of the station approached by the train, and means directing the air above the door into said exit.

2. In a' Ventilating system for subways, the combination of an oblique partition across the subway having a passage for trains therethrough, an opening for vitiate'd air disposed in the acute angle formed by one of the subway walls and Said oblique partition at the far sideth'ereof with respect to the end of the station approached by the train, a d'etlector eX'tending' along the opposite wall of the subway, and an extension conducting the air' directed up sa-iddelector over said passage into said opening.

Signed at the borough of Manhattan in the county of New York .and Stateo'f New' York this 14th day of J une D. 1913.

JoHN ERGL Witnesses:

H. C. KARLSON W.' H. GE- 

